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Old July 30th, 2015, 07:30 PM   #2761
Svartmetall
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Quote:
Originally Posted by Robi_damian View Post
This is, however, partially due to the definition of "rail". Many Japanese train routes, including hugely busy and purely urban lines like the Yamanote (5% of the entire Japanese rail passenger total), would be under the subordination of Metro authorities in other countries. Take Seoul´s Metro, which includes suburban rail, and some longer lines of the Shanghai and Beijing metros could be defined as such too.
But S-bahn is included in Germany if you read the source of the figures (http://www.wissen.de/175-jahre-deuts...en-fahrgaesten). Even if you took off the Yamanote line, the other lines such as the Chuo, Keihin-Tohoku and other busy lines are just the same as S-bahn or regional rail lines as they connect urban centres. Why should the Rhein-Ruhr S-bahn or other such S-bahn systems be any different?

I agree it doesn't tell the whole picture, but even if you were to add all the Chinese metro systems to the passenger transport total, you'd struggle to get to the Japanese level at present (though it will eclipse this in the future).

Last edited by Svartmetall; July 30th, 2015 at 07:35 PM.
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Old July 31st, 2015, 07:23 AM   #2762
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The answer to the Penn Central bankruptcy was to create something even bigger, and less efficient...

But maybe reducing the size of DB would be appropriate. There is some research showing that a railway of about the size of NS or SBB is indeed optimal.
(Coincidental these happen to be the two railways that manage to do better than DB...)
The solution to the Penn Central catastrophe was to nationalize the entire (bankrupt) Northeastern rail net and prune lines by the bucketload, and even then it would take another decade before Conrail showed a profit.

But it's also important to remember something else: Penn Central was caused by mismanagement at the top of the Pennsylvania Railroad, the onetime "Standard Railroad Of The World". Specifically, management sought diversification opportunities at the expense of reinvestment of capital into the infrastructure. (PRR management controlled the Penn Central.)

Hmm ... management focused on expanding business and diversifying ... mounting evidence that funds are being diverted away from core railroad operations ... doesn't that sound like a familiar story?
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Old July 31st, 2015, 12:15 PM   #2763
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I'm sure we're all boring ourselves to death with discussing DB but I thought I'd suggest people read this piece on the latest restructuring announcement: http://www.shdlogistics.com/news/db-...lly-privatised

You'll see that DB defines the second place position of DB Logistics by revenues generated, which apparently came to almost 20 billion Euros in 2014, around 50 per cent of the DB group's overall revenues.
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Old July 31st, 2015, 05:52 PM   #2764
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Then again La Poste has € 22.2 billion, UPS $ 49 billion... Spin it as you wish. DB never comes in second with reguards to logistics or transport.
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Old July 31st, 2015, 06:19 PM   #2765
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Quote:
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Then again La Poste has € 22.2 billion, UPS $ 49 billion... Spin it as you wish. DB never comes in second with reguards to logistics or transport.
Okay. But DB Schenker is still one of the world's logistics big boys. Perhaps you ought to consider raising your league table concerns with DB itself. Why not fire off an email to the PR department of DB?

Last edited by TedStriker; July 31st, 2015 at 08:50 PM.
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Old July 31st, 2015, 08:19 PM   #2766
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Quote:
Originally Posted by hammersklavier View Post
The solution to the Penn Central catastrophe was to nationalize the entire (bankrupt) Northeastern rail net and prune lines by the bucketload, and even then it would take another decade before Conrail showed a profit.

But it's also important to remember something else: Penn Central was caused by mismanagement at the top of the Pennsylvania Railroad, the onetime "Standard Railroad Of The World". Specifically, management sought diversification opportunities at the expense of reinvestment of capital into the infrastructure. (PRR management controlled the Penn Central.)

Hmm ... management focused on expanding business and diversifying ... mounting evidence that funds are being diverted away from core railroad operations ... doesn't that sound like a familiar story?
The difference is that passenger rail(both the providers and infrastructure) was controlled by private corporations until 1970's. Deutsche Bahn and other railway authorities are government owned in one way or another.
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Old August 1st, 2015, 12:33 PM   #2767
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Tony Berkeley may be a familiar name for some of you. For those who are cynical about the state of railway organisation in Europe this piece may have some appeal:

Germany and France cling to their railway monopolies
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Last edited by TedStriker; August 1st, 2015 at 06:43 PM.
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Old August 1st, 2015, 03:27 PM   #2768
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Old August 3rd, 2015, 12:49 PM   #2769
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Quote:
Originally Posted by TedStriker View Post
Tony Berkeley may be a familiar name for some of you. For those who are cynical about the state of railway organisation in Europe this piece may have some appeal:

Germany and France cling to their railway monopolies
It is the same story repeating itself. Shame that the EU doesn't step in, but then again, it is rather projecting German and French interests than doing anything else. It would not matter to me that much if it did not mean gaining advantage abroad in the countries where the liberalisation took place and thus creating and supporting national champions.
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Old September 2nd, 2015, 11:06 PM   #2770
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A Swiss crocodile broke down in Berlin due to a faulty bearing. The loco is heading to Swinoujscie, Poland for further transport by ferry to Sweden.
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Old September 12th, 2015, 09:36 PM   #2771
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Is It true that there are DB parcel freight trains running on HSR lines in Germany?
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Old September 13th, 2015, 08:42 AM   #2772
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Funny idea. To my knowledge, DHL has completely cut out DB of its operations and does everything by plane and truck.
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Old September 13th, 2015, 08:52 AM   #2773
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Some stretches of HS line in Germany are freight-enabled and they can see standard freight trains, such as 120kph intermodals, operate.

What you are referring to are the 160kph intermodal trains which carried swap bodies that were catering for the express market. DHL, for example, worked with DB to operate the 'Parcel InterCity' trains.

I'm not sure if there are any 160kph intermodals being run anymore in Germany. Can someone confirm?

In the meantime, there apparently exist some 140kph intermodal trains which carry Hellmann Worldwide Logistics swap bodies.
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Last edited by TedStriker; September 13th, 2015 at 01:10 PM.
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Old September 13th, 2015, 08:54 AM   #2774
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Quote:
Originally Posted by Baron Hirsch View Post
Funny idea. To my knowledge, DHL has completely cut out DB of its operations and does everything by plane and truck.
DHL is one of the major users of intermodal services in Europe. Only recently a new intermodal service began between Rostock and Verona underpinned by a large volume of DHL semi-trailers.

Last edited by TedStriker; September 13th, 2015 at 01:07 PM.
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Old September 14th, 2015, 07:24 PM   #2775
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https://www.youtube.com/watch?v=vMDKocBRde8
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Old September 29th, 2015, 11:05 AM   #2776
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New double-deck IC

The new double-deck IC fleet (which will be called IC2) has been approved and presented by Deutsche Bahn in Potsdam:



Source: http://www.globalrailnews.com/2015/0...deck-ic-fleet/

More pictures: https://mediathek.deutschebahn.com/m...cf37?oid=12725
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Old September 29th, 2015, 11:50 AM   #2777
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Can someone remind me, across which routes are these double-deckers going to operate?
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Old September 29th, 2015, 02:55 PM   #2778
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Berlin-Cologne (the way I understand to complement, not replace, the current ICE2s)
Stuttgart-Zurich
Nuremberg-Karlsruhe
They are to be introduced as of spring 2016, little by little. Meanwhile the ICx, possibly to be renamed ICE4, is undergoing test rides. Although it can only crank up to 250 kmh, it is to be used mostly on the new Munich-Leipzig/Halle-Hamburg line, which will have several 300 kmh-sections. Source: http://dmm.travel/news/artikel/lesen...terwegs-71360/ (in German)
As for the pics of the double-decker ICs, they remind me of current REs. I hope they will prove a bit more up to the standard of long-distance travel than that.
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Old September 29th, 2015, 03:09 PM   #2779
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Quote:
Originally Posted by TedStriker View Post
Can someone remind me, across which routes are these double-deckers going to operate?
Quote:
Originally Posted by Baron Hirsch View Post
Berlin-Cologne (the way I understand to complement, not replace, the current ICE2s)
No, that is not correct. The first 27 double-deck IC will operate on the IC lines 55 and 56, so on Norddeich-Hannover-Leipzig and Köln-Hannover-Leipzig-Dresden. The first train sets will be introduced at the end of this year.

Quote:
Originally Posted by Baron Hirsch View Post
Stuttgart-Zurich
Nuremberg-Karlsruhe

They are to be introduced as of spring 2016, little by little.
The second tranche of 17 double-deck IC will operate on Stuttgart-Zurich and Nuremberg-Karlsruhe from December 2017.

Quote:
Originally Posted by Baron Hirsch View Post
Meanwhile the ICx, possibly to be renamed ICE4, is undergoing test rides. Although it can only crank up to 250 kmh, it is to be used mostly on the new Munich-Leipzig/Halle-Hamburg line, which will have several 300 kmh-sections. Source: http://dmm.travel/news/artikel/lesen...terwegs-71360/ (in German)
I have posted a similar post in the German high-speed rail thread: http://www.skyscrapercity.com/showth...260015&page=37
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Old September 29th, 2015, 03:18 PM   #2780
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Hi Maxx, I stand corrected. And I just saw your post on ICx in the parallel thread, sorry.
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